Regional Fares and Fears

  

From the armchair of an airline enthusiast who has no experience working or managing an airline I thought I'd offer a few thoughts in the current debate about the cost of regional air services, particularly from a historical perspective which I believe throws light on the current situation.

The historical perspective and development of subsidised regional air services

Firstly, lets not forget that regional air services in New Zealand have historically struggled. In NAC days the air services to the regions, which were often operated as social services, were effectively subsidised by the main trunk services. Government regarded regional air service connectivity as essential and as such it was part of the NAC mandate which required the Corporation to offer services to the regions. While the timetabling wasn't great the principal of subsidising regional air services was seen to be in the national interest.

At the same a time economics was important. A common feature of newspaper reporting was NAC's and (later Air New Zealand's) losses made on services to the regional airports. When NAC moved from the DC-3 to Fokker Friendship these issues increased but again, timetabling that didn't suit local business people didn't help the economics. At times NAC looked at smaller commuter aircraft, such as the Britten-Norman Trislander, but apart from NAC using a 9-seat Britten-Norman Islander on services to Kaitaia and Whangarei while runway upgrades were under way there was no serious appetite for this.  

At the same time regional airports were often operated in partnership with the Government and local authorities being in 50-50% relationships. These partnerships enabled local authorities to upgrade their airports from DC-3 standards to offering the sealed, longer runways required by the Fokker Friendships. Local authorities were dependent on these subsidies and would have struggled to do these works as solely rate-payer funded projects.

At the same time the airways were controlled and monitored by a subsidised network of flight service stations and air traffic control centres around the country that were seen as a nationally essential service. Even then, the amount of air traffic would have made funding air traffic control services. , what we today.

Air services only gradually developed following World War II. The sophistication of the development of nav aids and radar was gradual enabling NAC to operate a more professional service that we take for granted today. Meanwhile, until the early 1980s New Zealand had an extensive rail and bus network for public transport operated by New Zealand Railways and its New Zealand Road Services bus system. This network was also subsidised. Now the trains and buses have largely gone and the aeroplane has become the regional bus or train. 

Major roading projects were developed including our urban motorways. Road transport has always been subsidised by a system of taxes, and especially by the dedicated fuel taxes.

The rise of 3rd Level Airlines

While domestically NAC was the mainplayer, there were always small operators who tried to operate VFR services. The 1960s, however, saw the development of two more major players, SPANZ and Mount Cook Airlines. SPANZ failed miserably being unable to operate on lean routes and being unable to compete on NAC's routes. Mount Cook survived and prospered by finding a niche in the tourist market where the national airline was not operating. In 1968 we our the first more sophisticated IFR third level airline in the form of Sky Travel (NZ). It was also a monumental failure, again due to the lean routes it was operating on and its inability to have a level playing field to compete with NAC. 

Sky Travel was followed in the 1970s by the likes of Air North and Capital Air Services. Capital AIr Services were able to get a foothold in Cook Strait services and then both it and Air North picked up uneconomic routes NAC dropped. Later the main players in this arena became Eagle Air, James Air and Air Central. Operating 10-seat Cessna 402s or Piper Chieftains they provided inter-regional connectivity and offered Cook Strait some alternate to Air New Zealand.

The game changer was the 1982 revision of the Air Services Licensing Act and Air Albatross who introduced 18-seat pressurised Swearingen Metroliners. Competition was now allowed if a need could be shown. Further turbo-props were to follow, with Eagle Air introducing Embraer Bandeirantes, Bell Air a Beech 99 and Air Central, Mitsubishi Mu2s. Following the collapse of Air Albatross a new airline was born, Air Nelson. These smaller airlines were now competing with Air New Zealand and at the same time providing what customers wanted, frequency and flights timed for when business people wanted to travel.

In the late 1980s Air New Zealand recognised this was the direction they needed to go and bought out Eagle Air and initially a 50% stake in Air Nelson before completing the buy out of Air Nelson. With Eagle Air initially using Bandeirantes and later Metroliners and Beech 1900s and Air Nelson initially using Metroliners and later Saabs and Bombardier Q300s regional aviation in New Zealand was revolutionised. There massive frequency increases. Air New Zealand owned Mount Cook Airlines started operating Hawker Siddeley 748s on traditionally operated Air New Zealand routes and the 748s were upgraded to ATR 72s. Regions now received an excellent regional air service.

At the same time Ansett entered the New Zealand domestic airline market and operated regional services under the Tranzair and later Ansett New Zealand Regional brands. The introduction of competition bought down fares and the number of people flying skyrocketed. New Zealand became a country of fliers. The market was tough - Ansett collapsed and they were replaced by Qantas who used Origin Pacific to operate regional services. But the Australian airline saw they were having to subsidise regional air services from their main trunk operations and were unwilling to do this. So Origin Pacific collapsed and Qantas bowed out in favour of Jetstar who only offer main trunk routes.

Meanwhile, back in the national carrier camp things started to change in late 2014 when Air New Zealand announced it was going to close down the Eagle Air operation, the final flights being operated on 26 August 2016. This move led to Kaitaia, Whakatāne, Whanganui and Westport losing their Air New Zealand services as well as direct connections between Taupō and Wellington and between Hamilton and Palmerston North. With Bombardier Q300s replacing the Beech 1900s centres like Timaru, Hokitika and Taupo got a lesser service with flights not suitable for local business people.

Nonetheless people had got used to a good regional air service and quickly embraced the new services operated by Barrier Air, Air Chathams, Sounds Air and Originair. But there was a problem... Air New Zealand had been able to offer a broader range of cheap fares subsidising these across its entire network and people in the regions had enthusiastically embraced these. The regional airlines, however, without Air New Zealand's fallback of a wider network operating much larger aircraft, the much smaller operations and much smaller aircraft of the regional airlines were unable to offer the same extent of fares and have built their services by their reliability, timetabling and the personal touch these airlines all embody.

And then came Covid followed by the Russian invasion of Ukraine - and these events screwed everything up. Supply chains broke down, fuel prices sky-rocketed, the local economy suffered and  less people flew. Prices for everything increased and this put incredible pressure on the airlines and meanwhile people still howl for cheap fares.  

So lets look at our airlines

Barrier Air operates a fleet of six Cessna 208 Grand Caravans from Auckland to Kaitaia, Kerikeri, Great Barrier Island and Whitianga and from Great Barrier Island to North Shore and Tauranga. While they are non-pressurised they are eminently suitable for the routes they operate to. The Caravans are probably the most cost-efficient aircraft operating on New Zealand regional air services. Barrier Air has a unique issue in that its main route is to Great Barrier Island so every Friday the flights to the Barrier are largely full with the return being relatively empty. Its the opposite on Sundays. Aligned with this there is the busy summer season compared to the quiet winter season. These issues have to be factored into Barrier Air's pricing strategies. In 2021 CEO Grant Bacon told 3rd Level NZ, The financial numbers in a Part 125 operation can be mind boggling. Everything is 6 figures per month. Fuel, maintenance, staff -  they all equate to a massive number just to cover the basics. Since then prices have continued to spiral upwards.

Air Chathams operates a fleet of two ATR 72s and four passenger Saab 340s and one dedicated freighter Saab 340 from Auckland to Whakatāne, Whanganui and the Kāpiti Coast and from the Chatham Islands to Auckland, Wellington and Christchurch. They also do quite a bit of charter work in New Zealand and Tonga. In recent years Air Chathams retired its Convair and Metroliner fleet, the Convair being much more useful that the current ATR on the Chathams flights and the Metroliner being a much better fit to Whakatāne than the Saab being operated at present. A major issue for Air Chathams is the aquistion of aircraft at a reasonable price that are to operate on reasonably lean routes. There are no presurrised aircraft in production in the 18-35 seat range. Another issue are the landing fees at regional airports. A small airline can't be expected to cover the cost of maintaining the infrastructure of regional airports. Whakatāne is a good case study. The Metroliner schedule suited business traffic in and out as well as the leisure market. The larger Saab schedule doesn't suit local business traffic. In recent media coverage Duane Emeny said about the Whakatāne service,  [Air Chathams is] not all about making profits but at some point you need to ensure you are running a viable business with realistic growth prospects to justify the investment and hard work required to maintain it. Meanwile Whakatāne Mayor Victor Luca speaking on the Air Chathams service said, I know visitors use it, definitely tourists, but I would say most [local people don’t use it] as he questioned whether local ratepayers should pay for it.

Sounds Air operates a mixture of Pilatus PC12s and Cessna Grand Caravans across Cook Strait and routes south of Blenheim to Christchurch and between Christchurch and Wanaka. They pulled their flights between Wellington and both Westport and Taupō at the end of 2024. As noted above, the Caravans are probably the most cost-efficient aircraft operating on New Zealand regional air services. The 9-passenger seat pressurised Pilatus PC12s, however are much more expensive to purchase and operate. They, however, have great passenger appeal. CEO Andrew Crawford, speaking at the end of the Taupō service said of the Sound Air network, Demand for flights was strong, costs were too high. "Decisions like this are not taken lightly. This has been a very tough call for management and our shareholders," he said. "We have done everything that we can to avoid cancelling these services." Crawford said the company could not pass on massive fare increases or have shareholders subsidise services indefinitely.

Originair operates three 18-seat British Aerospace Jetstreams between Wellington and both Nelson and Westport and from Nelson to Palmerston North and on to Hamilton. Originair is the only airline operating 18-seat commuter aircraft in New Zealand. It recently took over Sounds Air's services to Westport and Taupō but is now about the withdraw from Taupō and reducing the frequency to Westport. Originair's scheduling seems to favour leisure traffic rather the business traffic. The New Zealand regional market seems to small to do one or the other. Earlier this year CEO Robert Inglis told 3rd Level NZ The motor car is the key competitor where there isn’t a water barrier and with current operating costs we can’t compete with this especially for family travel. Unfortunately, just a reality we have to live with as with limited seat capacity aircraft, deep discounting is not a viable option.

Air New Zealand operates Bombardier Q300 and ATR 72s across its regional network. While the ATR 72s are relatively new the Bombardier Q300s are the last produced. Parts availability and supply chain issues are problematic with these aircraft. But a much bigger issue for Air New Zealand is the grounding of many its Boeing 787 Dreamliner or Airbus 320/321 Neo aircraft because of engine issues. The impact of this is huge on Air New Zealand and this impacts on the economics of the airline and its capacity to offer affordable fares. Air New Zealand's CEO Greg Foran recently told TV One News, "We're cognisant of prices and doing our best to keep costs down but we're dealing with some structural issues here." He said the company has experienced costs such as parts to keep planes going and landing fees. "Fuel tends to go up and down, we've obviously got labour... we're doing a reasonable job of managing that." “We do our very best to keep our prices as low as what we possibly can, appreciating that other stakeholders require us to make a moderate profit so we can continue to invest.” This last comment is important... it is not just about keep an air service going now - it is also having the capacity to replace aircraft in the future.

Some conclusions

It is clear that historically airports, airways and air services in New Zealand have been subsidised. 

Then comes in user pays... for airport infrastructure, Airways services and regulatory services. Its the airlines which have to largely wear these costs and when there is no competition. 

For example if you want to fly into Auckland International you have to accept their charges because there is no realistic alternative airport if the regional airline's passengers are connecting to other domestic or international flights. Regional airlines cannot be expected to be the major funder of regional airports that have to provide all the infrastructure for 1 to 3 scheduled movements a day.

Likewise, airlines just have to pay Airways services and regulatory services charges. They are a non-negotiable. Airlines have to lump them which means bumping up fares. These charges form a massive chunk of an airlines operating expenses.

Then there is depreciation. Airlines must constantly factor in aircraft replacements cost - aircraft don't fall out of the sky costing nothing. An airline must be able to operate profitably to ensure fleet replacement.   

Regional airlines are vulnerable to the value particularly of the US dollar while remaining again dependent on the international supply chain of fuel and parts. The costs of operating our fleet of regional aircraft is massive.

Finally, and perhaps one of the most important reason regional airlines have to be supported, is that they are the training ground for our larger airlines. So often our regional airlines invest heavily in their young pilots who see them snaffled by larger airlines.

The experiment with user pays hasn't worked. Our country is too small for a user pays model for airport infrastructure, provision of an airways network and the regulatory body provisions. Just as Government subsidises our roading and rail network so it needs to subsidise regional air services as is the norm in Australia and the United States.

Regional air services are essential for the regional economies for we are dependent on the regions for our nation's economic well-being. This has always been accepted Government. In the same way Government has also accepted that regional airport infrastructure is essential for connectivity and increasingly for medical emergencies, civil defence reasons and for when roads are cut as we have been reminded by several extreme weather events recently.

The United States, Australia and Canada all subsidise regional air services and connectivity. In New Zealand we need to do the same. 

The airlines are not crying poor for nothing. They are in a state of crisis. They want to offer fair regional air fares to ensure regional air connectivity. Instead they and the regions they serve are in a state of fear of cutting services and fleets.

It is time for Government to act - with urgency! 

Jetting into Hamilton

 

Air New Zealand is boosting regional connectivity, with jet services to be introduced on the Hamilton–Christchurch route. From 18 September, select services between the two cities will be operated by a 171-seat Airbus A320, marking a major milestone as Air New Zealand brings domestic jet services back to Hamilton for the first time in 25 years. These flights will operate alongside the airline’s ATR 72 turboprop services, maintaining choice for customers throughout the day while adding approximately 25,000 seats a year on the route. Air New Zealand Chief Executive Officer Greg Foran says the introduction of jet services reflects the airline’s focus on building connectivity, particularly between the North and South Islands, and supporting growth where there is clearly established demand. “Hamilton–Christchurch is one of our strongest and fastest-growing regional routes, and the addition of jet services reflects that increasing demand. It offers customers more choice and more seats,” Foran says. “The A320 will provide more seats at key travel times, particularly for business and leisure travellers and those with onward connections, while our ATR aircraft remain a vital part of the schedule, giving customers flexibility across the day. “Whether customers are travelling for business, events, or to explore the stunning South Island, they’ll benefit from the convenience this jet service provides.” Two ATR aircraft replaced by jets on the route will be redeployed across the regional network, adding resilience and supporting capacity into the broader schedule. Foran says the move represents more than just a new aircraft on a route. “This marks the second introduction of a jet on a regional route, building on the success of the Invercargill–Auckland jet service launch in 2019. For us, growth is about creating greater access for communities, supporting tourism and trade, and helping New Zealanders thrive. That’s a responsibility we carry with pride – and with a clear plan to deliver on.” Waikato Regional Airport Chief Executive Mark Morgan says the return of a domestic jet service is another string to the region’s bow. “This is fantastic news for Waikato, and a real vote of confidence in the strength of Hamilton as a regional hub. We’re delighted to work alongside Air New Zealand to introduce a jet service to connect our community to the South Island – it’s a great outcome for the wider region.” 

Proposed schedule (subject to change):

Christchurch to Hamilton: Departs 3pm arrives 4.20pm, Monday, Wednesday, Thursday, Friday, Sunday

Hamilton to Christchurch: Departs 5.05pm arrives 6.25pm, Monday, Wednesday, Thursday, Friday, Sunday

Source : Air New Zealand Press Release

Whitianga Scheduled Movements and a Visitor

Rocketing into Whitianga five times a week over winter is a Barrier Air Cessna 208B Grand Caravan... Sunday the 18th of May 2025 was a wet day when ZK-SDA did the afternoon service...
Note to the local council... some airport logo signs would be helpful in advertising the service and finding the terminal 

The following morning, the 19th of May 2025, was a beautiful Whitianga morning but a lenticular shaped cloud precluded full sun photos of ZK-SDG

Maule ZK-SLS also flew into Whitianga on 19 May 2025... My first photo of it in this scheme

 

Final Taupō Flights

 

Originair flew its final Wellington-Taupō flights today, the 26th of May 2025. The final flights, OG 710 to Taupō and the return flight to Wellington OG 711, were flown by British Aerospace Jetstream 32 ZK-JSK.

Originair commenced the Wellington-Taupō service on the 17th of February 2025, with the inaugural flights, OGN732 from Welllington and the return OGN733 being operated in British Aerospace Jetstream 32 ZK-JSJ under the command of Captain Damien King and First Officer Jason Salo.

Originair's British Aerospace Jetstream 32 ZK-JSJ arriving on to the gate at Taupō with the inaugural service on 17 February 2025. Photo : Stuff

The service, which was operated on a three month trial basis, operated thrice weekly on Mondays, Wednesdays and Fridays.

Taupō District Mayor David Trewavas told Stuff Travel it was unfortunate that the airline could not make it work. “We thank them for giving it a go but, unfortunately, the forward bookings just didn't stack up for what they needed for their business.”

In another Stuff article the mayor said The three return flights each week were mainly used by people like the Department of Conservation, Contact Energy and Corrections. The mayor hoped Originair's axing of the route won't be the end of direct flights to the capital and said the council was actively looking at other options. "We're just going to have to find another operator to take care of that route now."

Sadly, however, the Taupō-Wellington route has never been really successful. Even using 18-seaters Air New Zealand Link often operated Taupō-Wellington via Whanganui as neither centre could sustain services to Wellington. Likewise, Soundsair couldn't make the service work with 9-seat Pilatus PC12s. While regional connectivity is important people are showing they are happier to drive to the likes of Rotorua to catch Air New Zealand or just drive the whole distance. 

Sunair-Jetstar Connection

 

Sunair has announced on its website that is it offering connecting flights to the new Jetstar service into Hamilton. Jetstar will start Sydney-Hamilton flights on the 16th of June 2025 and Gold Coast-Hamilton flights on the 18th of June.

Fly from Gisborne, Napier & Whakatāne to Australia – via Hamilton

Connecting Eastland to Sydney & the Gold Coast with Jetstar and Sunair

 

With Trans-Tasman flights resuming from Hamilton to Sydney and the Gold Coast this June, Sunair Aviation is proud to connect you from Gisborne, Napier, and Whakatāne to Jetstar’s international services, offering a seamless, regional-to-international travel solution.

Whether you're planning a holiday, visiting family, or travelling for work, skip the big city airports. Fly with Sunair to Hamilton, then continue with Jetstar to Australia—all from the convenience of your local airport.

Connecting Eastland to Australia—Via Hamilton

With direct Jetstar flights from Hamilton to Sydney and the Gold Coast now available, it's never been easier for Eastland residents to reach Australia.

Avoid Auckland traffic and long airport lines—fly regionally with Sunair from Gisborne, Napier, or Whakatāne to Hamilton, then connect seamlessly to your Jetstar international flight.

Frequency Reduction

 

Following on from yesterday's news about Originair withdrawing from Taupō, the airline's timetable also shows a reduction in flights to Westport with flights on Tuesdays and Thursdays no longer being offered. 

Originair started serving Westport on the 3rd of January 2025 and initially offered 6 flights a week. The schedules offered were not tailored for business customers and the reduction indicates the leisure market isn't enough to sustain the schedule offered.

Cutting the Capital Connection

Originair has cancelled its Taupō-Wellington service, leaving the central North Island town with no flight links to the capital. The Nelson-based airline only started flying the route in February after Sounds Air had to axe the service. Flights on its website show ‘No Flights’ or ‘Sold Out’ after May 26 and there are no dates beyond June 7. Tickets for the three remaining dates (May 19, 23 and 26) are selling from $259 one way. Originair has not responded to Stuff Travel’s requests for comment. Taupō District Mayor David Trewavas told Stuff Travel it was unfortunate that the airline could not make it work. “We thank them for giving it a go but, unfortunately, the forward bookings just didn't stack up for what they needed for their business.” Trewavas said connectivity to the capital was “so important” so the council will be actively looking to find another operator. Originair was flying three days a week between Wellington and Taupō. He said he had a conversation with Air New Zealand CEO Greg Foran last week, who said he would go away and have another look at it. “Our economy is getting stronger and stronger. They are building another new geothermal plant. I believe the business is definitely there, but the timing's got to be right too.” Taupō residents will have to drive to Rotorua to get a flight to Wellington. The first direct flight of the day from there is 9.30am or else transit via Auckland. “Air travel is the way to go,” Trewavas said, ”so we'll be certainly open to any offers that might come our way. “We've got a brand new airport terminal, so we're all set to go and we just need that connectivity to the capital.” In February, after the plane touched down on its inaugural flight between the centres, Rachel Moffitt, Originair’s head of marketing, said there had been a "positive reception from local businesses and residents“ and showed ”the potential for this route to thrive.” Taupō MP and Tourism Minister Louise Upston said the company had not advised her of its plans. “Although I don’t use the Taupō service on a weekly basis, I do appreciate the work Originair has put into this regional route, and stepping in when Sounds Air withdrew.”  

The full article can be found here : https://www.stuff.co.nz/travel/360685789/taupo-lose-wellington-connection-originair-pulls-route-after-three-months

Aircruising Australia's cruising in New Zealand skies

 

While not a scheduled operator, Aircrusing Australia was a regular visitor to New Zealand from the mid 1990s operating regular air tours around the country over the summer tourist season. 

Charter Cruise Air Ltd was established by Neville Salisbury and started operations in 1983. It was known  this until the 18th of November 1994 when it was renamed as Aircruising Australia Ltd. 

From the 1995-96 summer through to 2003 Aircruising Australia operated summer aerial tours around New Zealand using their own aircraft. Over the first three years three different aircraft were used on New Zealand air cruising, Fokker F27 Friendship VH-JCC in the summer of 1995-96, Fokker Friendship VH-NLS (which had been previously operated by NAC and Air New Zealand as ZK-NAH) in the summer of 1996-97 and British Aerospace Jetstream 31 VH-OSW (which later operated with Origin Pacific Airways as ZK-OSW) in the summer of 1997-98.

Aircruising Australia's Fokker Friendship VH-JCC at Hokitika on 10 February 1996. From memory the flight arrived in the morning and the passengers visited Lake Kaniere and the Hokitika Gorge before flying out in the afternoon

Aircruising Australia's ex-Air New Zealand Fokker Friendship, VH-NLS, at Hokitika 14 March 1997

In 1998 a typical Aircrusing Australia tour around New Zealand was nine days as follows.

Day 1 - Auckland/Bay of Islands (with a flight from Auckland to Kerikeri)

Join your 9 day Aircruise this morning at Auckland Airport where your private aircraft awaits for a spectacular flight to the tip of the North Island, Cape Reinga, before landing at the picturesque Bay of Islands. Tour the historic township of Russell, site of the first European settlement in New Zealand. This old whaling port still contains some of the original buildings which have retained their elegance and grace. Cruise the picturesque Bay of Islands which was formed when the sea drowned the valley floors and turned the hills into a myriad of islands.

Day 2 - Bay of Islands/Rotorua (with a flight from Kerikeri to Rotorua and the aircraft positioning to Taupo)

Board our private aircraft for a spectacular flight over the islands dotted throughout the Hauraki Gulf. Today's journey takes us on to the Volcanic plateau and to the famous Rotorua thermal region, renowned world wide for its towering geysers, boiling mud and hot springs. A visit to Whakarewarewa highlights the largest concentration of thermal activity including Phutu Geyser, which erupts to an impressive 18 metres. Rotorua also provides a focus for the Maori Culture as there are excellent displays of arts and crafts, traditional buildings and fortified villages which highlight many of the traditions and ancient legends.

Day 3 - Rotorua/Taupo

At the base of Tongariro and Ruapehu mountains lies the picturesque Lake Taupo. Recognised for its excellent trout fishing, Lake Taupo is approximately 619 square kilometres. Cruise on the serene expanse of water which masks the scene of the country's most violent eruptions of the past several thousand years.

Day 4 - Taupo/Napier (with a flight from Taupo to Napier)

Board our private aircraft this morning for breathtaking views over Lake Taupo and Mt Ruapehu and the lush rolling pastures of the north-east coast. On arrival at Napier, tour this beautifully preserved art deco town. This afternoon visit the historic Clifton Station, set in 2,000 acres of beautiful coastal country. As guests on the property enjoy a delightful afternoon tea in the surrounds of the 100 year old homestead. We have the rare opportunity to see the only mainland Gannet colony in the world. Travel by four wheel drive to Cape Kidnappers to view the breeding grounds of these magnificent white sea birds.

Day 5 - Napier/Tranz Alpine Rail Journey/ Christchurch (with a flight from Napier to Hokitika and the aircraft positioning to Christchurch).

Leaving the North Island we head south to explore the picturesque South Island. Our exploration begins with a train journey crossing the Southern Alps. This rail journey provides access through some of New Zealand's most rugged terrain with views of the majestic Southern Alps. Arrive at Christchurch, acclaimed to be one of the most picturesque cities in New Zealand.

Day 6 - Christchurch/Te Anau (with a flight from Christchurch to Manapouri)

Tour this charming city and view the Gothic architecture of the cathedral and a superb display of native flora in the Botanic gardens. Your private aircraft awaits for a wondrous flight along the rugged west coastline of the South Island. Experience incredible aerial views of the Westland National Park which stretches from the coast to the top of the Southern Alps and includes the famous Twin Fox and Franz Josef Glaciers. The magnificence of this rugged and untamed landscape can only truly be appreciated from the air. Arrive this afternoon at Te Anau - the gateway to the Fiordland National Park.

Day 7 - Doubtful Sound

The Fiordland National Park is New Zealand's largest, spread over its most rugged and remote region. Today visit one of the most picturesque and untouched regions of the National Park-Doubtful Sound.

Day 8 - Te Anau/Queenstown (with a flight from Te Anau to Queenstown)

Departing the Fiordland our aircraft will head down to the Foveaux Strait. Enjoy spectacular aerial views of the lush valleys before landing at Queenstown. Set at the foot of the aptly named "Remarkables", Queenstown in the summer months is a picture postcard surrounded by snow covered peaks and situated on Lake Wakatipu. Travel by Gondola and enjoy panoramic views of the town, lake and mountains. This afternoon is free to explore the town and enjoy a cruise on the historic TSS Earnslaw Steamship.

Day 9 - Queenstown/Dunedin/Christchurch (with flights from Queenstown to Dunedin and later on to Christchurch)

Heading east a short flight takes us across the magnificent alpine scenery to Dunedin. Dunedin is the old Gaelic name for Edinburgh with ornate Victorian architecture that bears resemblance to its namesake. Reboard the aircraft this afternoon for our final flight to return to the charming city of Christchurch.

A change in colour scheme and titling... Aircruising Australia's British Aerospace Jetstream 31 ZK-OSW at Hokitika on 18 February 1998

Repainted and rebranded, Aircruising Australia's ex-Air New Zealand Fokker Friendship, VH-NLS, again at Hokitika on 16 December 1998

From the 1998-1999 summer onwards only Fokker Friendship VH-NLS was used and aircraft came for shorter periods. The routings of the air cruises remained largely the same but from late 2000 the flight to Hokitika and associated Tranz Alpine Express trip were cut. Other destinations replaced this including Masterton, Wellington, Palmerston North and Nelson. 

The last Aircruising Australia flights in New Zealand were operated in March 2004. 

Whakatāne Air Service Safe for Now

 

Whakatāne District Council has agreed to waive airport fees for Air Chathams for the next six months but has said no to other forms of financial support the airline has requested. The council also voted to run an expressions of interest process with the aviation sector asking them to submit proposals for business-friendly Auckland and Wellington services. "We are not an airline," Mayor Victor Luca told the airline's owner and chief executive Craig Emeny and chief commercial officer Duane Emeny on Thursday. The Emenys had fronted up to a council meeting to field questions from elected members about their requests for financial support made at a public excluded workshop in early March, which it said it required to continue operating the Whakatāne to Auckland route. Air Chathams warned in April that it was considering withdrawing from the Whakatāne to Auckland route as it had lost more than $1 million on the flight leg since April 2023. Their request from the council included writing off a $350,000 five-year loan paid to the council as support to restart flights during Covid-19 restrictions, 12 months relief from paying landing fees with the option to extend if route viability is poor, entering into a 50/50 profit and loss share agreement and providing a loan to buy another Saab340 aircraft. Air Chathams has since withdrawn the request for the loan to buy the aircraft as circumstances had changed to allow them to keep a Saab340 that is currently leased to Tonga's Lulutai Airlines for three months. They had previously planned to sell the aircraft to a Canadian airline late last year to increase their business' liquidity, but the sale and purchase agreement had fallen through. They proposed that when the Tongan contract ended at the end of June the aircraft could be used to restore Whakatāne's business flights provided the council was prepared to support the airline. "If we could work something out with council then we could bring back that dedicated aircraft." Air Chathams had provided an alternative proposal to the chief executive and two councillors but this had not been formally provided to council or tabled for consideration. It was not made clear at the meeting what the new proposal involved. Duane Emeny said they believed the Saab340 could work in Whakatāne. "We do truly believe that if we can partner with you properly and get this aircraft back on the schedule that people want, that five-to-10 years down the track you've got a thriving Eastern Bay of Plenty. You've got population growth, business growth, and you've got air connectivity to support that. I do think the Government is going to see the value in that very soon and it will benefit you." Dr Luca said he didn't think anyone at the table wanted to see the district lose an airline. "But we are a public service institution and we're here to serve the public - all of the public ... [Airlines are] a difficult business to make money in especially in provincial areas and I do think that, rather than us subsidising, it should be central government that comes to the party with its big checkbook. I think we need to do more along the lines of advocating to them." The council was unanimous in rejecting the proposal of entering into a profit and loss share agreement or providing a loan to purchase a new aircraft. Some of the councillors said, while they would not support writing off the $350,000 loan made in 2020, they would support an option to convert the loan to shares as this was a clause written into the loan contract. Air Chatham has said that when the loan was initially provided it was never the intention of the council of the time for it to be repaid. It had simply been a quicker way of providing financial support for the airline than having them apply for a grant. Councillor Julie Jukes, who was part of the council at the time, partially corroborated this at Thursday's meeting. "If I had to be honest, I don't think we did have any expectation that it was likely to actually be repaid. We needed to keep the airline going and it was hopeful that it would be able to be repaid, which was why it was set up as a loan." Councillors voted no to writing off the loan but most indicated they would be willing to consider some other option such as converting it to shares. Councillors Tu O'Brien, Gavin Dennis and Ngapera Rangiaho were adamant that it needed to be repaid. "It needs to be paid back. It's ratepayers' money, not ours. I would be happy for them to pay it off at $50,000 a year," Dennis said.

Source : https://www.rnz.co.nz/news/ldr/560381/we-are-not-an-airline-whakatane-mayor-says-as-airport-fees-waived 

A few more from Woodbourne

Ridge Air's Piper PA34 Seneca ZK-BJM at Woodbourne on 2 May 2025... Sounds Air's Pilatus PC12 ZK-PLT photo-bombing behind

My ride from Auckland to Blenheim, Bombardier Q300 ZK-NEK, departing Woodbourne for the return flight to Auckland on 2 May 2025

Air New Zealand Bomardier Q300 action - ZK-NEU on the taxi to the terminal after arriving from Wellington, ZK-NEK backtracking for departure to Auckland

ZK-NEU had a bird strike on landing which led to engineers having to come from Nelson and a three hour delay before departing. 

The Royal New Zealand Navy's Kaman SH-2G Super Seasprite NZ3611 being towed to another hangar

 

Sounds Air Flight 507 Flying into the Twilight Zone to Nelson

Part 2 of my flying with Sounds Air on Friday 2 May 2025 was the Paraparaumu-Nelson sector.

Airlines flying this go back to the 1950s when NAC were using Paraparaumu as the main Wellington airport before the development of the current airport at Rongotai. NAC continued to operate Paraparaumu-Nelson flights even after the introduction of De Havilland Heron flights betweeen Wellington and Nelson in 1953. Alongside the NAC service Safe Air used its Bristol Freighter aircraft on the same route for cargo operations. 

With the official reopening of the Wellington airport on 25 October 1959 the Paraparaumu-Nelson sector was not flown again until 1983 when Associated Aviation, later Associated Air and Associated Airlines began operating between the two centres.

See : https://3rdlevelnz.blogspot.com/2010/05/associated-air-paraparaumus-friendly.html

On the 4th of February 1991 Air Nelson expanded its services with Metroliners taking over from Associated Airlines' Cessna aircraft on the Paraparaumu-Auckland route with either a Metroliner or Piper CHieftain being used on the Paraparaumu-Nelson route. Three Associated Airlines' pilots transfered to Air Nelson staff and underwent training as Metroliner first officers and three Air Nelson captains will transfer to Paraparaumu. 

By 1991 these flights had been cut and it was not until late 1996 that flights between the two centres were reintroduced by Welair, later known as Air Wellington, who operated the route until 1999.

See : https://3rdlevelnz.blogspot.com/2018/03/air-wellington-another-paraparaumu.html

Air Wellington was replaced by air2there in late 2004. The airline had ambitious plans for a city hopper service in the Wellington region. This never came to much but the airline remained operating on the Paraparaumu-Nelson sector until 2018.

See : https://3rdlevelnz.blogspot.com/2015/03/air2there-city-hopper-air-service.html

On the 15th of June 2015 Sounds Air introduced Paraparaumu-Nelson services incompetition with air2there. Initially two return flights a day were operated on weekdays and one on Sundays. At the same time the Paraparaumu-Blenheim service changed to the same frequencies, the traffic not building as expected. Today Sounds Air operates the route 4 times a week, flying Blenheim-Paraparaumu-Nelson and return on Sunday afternoons and Monday mornings and both Friday mornings and afternoons.

Continuing on my flight to Nelson, I was able to stay on board while Ron, the local ramp agent, sorted the unloading and boarding of passengers and bags... 

Rolling 16 into the murk again

And into the spectacular last light of the day

Great colours and the sunset and the Sounds

Golden Bay out to Farewell Spit

Approaching Nelson, the Boulder Bank and Rabbit Island

A BIG THANKS TO CALEB AND ANDREW CRAWFORD AND THE SOUNDS AIR TEAM